(b)
The design landing weight may be as low as–
(1)
95 percent of the maximum weight if the minimum fuel capacity is enough for at least one-half hour of operation at maximum continuous power plus a capacity equal to a fuel weight which is the di.erence between the design maximum weight and the design landing weight; or
(2)
The design maximum weight less the weight of 25 percent of the total fuel capacity.
′
Elodie Roux. Septembre 2003
Subpart C : Structure
(c)
The design landing weight of a multiengine airplane may be less than that allowed underparagraph(b) of this sectionif–
(1)
[The airplane meets the one-engine-inoperative climb requirements of Sec. 23.67(b)(1) or(c); and]
(2)
Compliance is shown with the fuel jettisoning system requirements of Sec. 23.1001.
(d)
The selectedlimit verticalinertialoadfactoratthe center ofgravity of the airplane for thegroundload conditionsprescribedin this subpart may not be less than that which would be obtained when landing with a descent velocity (V), in feet per second, equal to 4.4(W/S)1 except that this velocity need not be more than 10
4
feet per second and may not be less than seven feet per second.
(e)
Wing lift not exceeding two-thirds of the weight of the airplane may be assumed to exist throughout the landing impact and to act through the center of gravity. The ground reactionloadfactor may be equal totheinertialoadfactor minusthe ratio of the above assumed wing lift to the airplane weight.
(f)
[If energy absorption tests are made to determine the limit load factor correspon-ding to the required limit descent velocities, these tests must be made under Sec. 23.723(a).]
(g)
No inertia load factor used for design purposes may be less than 2.67, nor may the limitgroundreactionloadfactorbeless than2.0 atdesign maximum weight, unless theselower values will notbe exceededin taxiing at speeds up to takeo. speed over terrain as rough as that expected in service.
Amdt. 23-48, E.. 03/11/96
FAR 23.477 : Landing gear arrangement.
Sections 23.479 through 23.483, or the conditions in Appendix C, apply to airplanes with conventional arrangements of main and nose gear, or main and tail gear.
FAR 23.479 : Level landing conditions.
(a) For a level landing, the airplane is assumed to be in the following attitudes :
(1)
For airplanes with tail wheels, a normal level .ight attitude.
(2)
For airplanes with nose wheels, attitudes in which–
(i)
The nose and main wheels contact the ground simultaneously; and
(ii)
The main wheels contact theground and the nose wheelisjust clear of
the ground. The attitude usedinparagraph(a)(2)(i) ofthis section maybe usedinthe analysis required underparagraph(a)(2)(ii) ofthis section.
(b) [When investigatinglanding conditions, the drag components simulating the forces requiredto acceleratethetires and wheels uptothelanding speed(spin-up) mustbe properlycombined with the correspondinginstantaneous verticalground reactions, and theforward-actinghorizontalloads resulting from rapid reduction of the spin-updragloads(spring-back) mustbe combined with verticalground reactions at the instant of the peak forward load, assuming wing lift and a tire-sliding coe.cient of friction of 0.8. However, the drag loads may not be less than 25 percent of the maximum verticalground reactions(neglecting wing lift).
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本文鏈接地址：FAA規(guī)章 美國聯(lián)邦航空規(guī)章 Federal Aviation Regulations 2(9)
